Folding wing for aircraft



May 13, 1952 R. A. ROBERT FOLDING WING FOR AIRCRAFT 9 Sheets-Sheet 1 Filed Jan. 21, 1948 INVENTOR ROGER AIME ROBERT B) 7mm, 412A: 00-

AGENTS y 3, 1952 R. A. ROBERT 2,596,436

' FOLDING WING FOR AIRCRAFT Filed Jan. 21, 1948 9 Sheets-Sheet 2 INVENTOR ROGER AIME ROBERT AGENTS May 13, 1952 R. A. ROBERT FOLDING wine FOR AIRCRAFT 9 Sheets-Sheet 3 Filed Jan. 21, 1948 mvEnroR' Roe-ER AINE OBERT 5% Co. AGENTS y 13, 1952 R. A. ROBERT 2,596,436

FOLDING WING FOR AIRCRAFT Filed Jan. 21, 1948 9 Sheets-Sheet 4 I INVENTOR ROGER AIME ROBE T AGEN'TS R. A. ROBERT FOLDING WING FOR AIRCRAFT May 13, 1952 9 Sheets-Sheet 5 Filed Jan. 21, 1948 MOT I 1 I l INVENTOR R0 ER AIME AGENTS Ma 13, 1952 R. A. ROBERT FOLDING WING FOR AIRCRAFT 9 Sheets-Sheet 6 Filed Jan. 21, 1948- INVENTOR R0 ER ms ROBERT BY W $046: On AGENTS May 13, 1952 R. A. ROBERT FOLDING WING FOR AIRCRAFT 9 Sheets-Sheet 8 'Filed Jan. 21, 1948 wmsm 24m. AGENTS R BY l mm May 13, 1952 R. A. ROBERT 2,596,435

FOLDING WING FOR AIRCRAFT Filed Jan. 21, 1948 9 Sheets-Sheet 9 v 6 v ,m 5 7 74 125 126 \NVENTOR ROGER AIME ROBERT AGENTS Patented May 13, 1 952 UNITED STATES PATENT OFFICE Application-January 21, 1948, SerialNo. 3,437

Infrance March 11, 1947 9 claims. (01; 244-49) 11 The 'present invention relates to anaircraft havingtwosurfaces which are alternatively operative a-s lifting, surfacesand. arranged on-the fuselage in substantially. perpendicular planes, one of the surfaces beingusedfor low speed flight and the otherfor very high, even supersonic speed flight. At least one of, thesurfaces, and in any case-the one.-which is used for lift purposes at low speedrflightand which,.consequently, is of relativelyylarge dimension; is retractedwhen: notin lift position. The-=pilot changes-over from; one: surface to the other-by rotating .the two; surfacestogether, or .the whole aircraft, about acentral. longitudinal: axis.

More specifically, the invention relatesto-a retractable aerofoil or wing, which is-apart of the supersonic airplane hereabove mentioned; but which may be .alsoused on other airp1anes,-.partioularlythose adapted to be lodged in a narrow space as, for instance, within aplane-carrier;

One object of the-invention is a'wing which can easily be folded :alongv the fuselage ,of an airplane by a simpleandsafe manipulation.

Another object in: this case is-a folding wing having qualities of strength and lightness .comparable to a fixed wing.

The foldingowingaccording-to the invention is formed bygrigid elements and its depth; when folded, issmaller than whenextended; The fuselage maytherefore-be kept within minimum dimensions and the space to be'reserve'd within the fuselage for the folded wing is minimized.

Accordingto the invention, the foldingmotion itself causes the 1 gathering together of longitudinal v elements-of the wing.

The following description is given as an exam- 131G201. a preferred embodiment with reference to the '-accompanying drawing, in which;

Fig.3 1 is a lateralview in elevation of the-airplane adapted for high speed flightshowingtne subsonic wing folded;

Fig. 2 is a corresponding front view;

Fig. 31s -a view in elevation showing the main frameelements of the wing respectively for the extended position, the intermediate position. and thefolded position;

Fig. 4 a detail in perspective;

Fig. 5 shows apart the control of the-motion of the wing;

Fig. dis -a partial transverse section of the front element; of the wing;

Fig. 7 is a section made along line .l? of Fig.36;

Fig.1 8-is a view similar :to Fig. 6 :showing the adjacent element;.

Fig. 9 is a partial transverse section of the wing showing its elements in their protracted position;

Fig. 10 is a view similar-to Fig. 9,'sho.wing the elements telescoped-one-withm the other;

Fig. 11 is a transverse section showing the mechanism to control the .retractionof a part of the outer surfaces of one element in View of the folding operation;

Fig. 12 is-a plan view showing the .wingnear its articulation to the fuselage in protracted .position;

Fig- 13. is a similar .view showinglthe wing vin the folded position;

Fig. 14 is a section showingthe-mechanismfor the control of the folding and the control of the angular adjustment of the different elements of the wing;

Fig.,15 is a corresponding-plan View;

Fig. 16 is a general schematic view of .the framework of the wing.

Thepilot is lodged in thenose of the airplane. This-nose is fixed .to the fuselage-5|, on which are mounted on the one hand the supersonic wing 52,:used for flight at veryhigh'speed, which may be greater than the-speed of sound and on the other hand subsonic wing 53 utilized for the flight at relatively lowspeed. I

In order to pass from subsonic flight-to-supersonic fiight,-.eaeh half 54 and 55 of .the subsonic wing is folded within the fuselage, as shown. in Fig.v 1 by rotation about axis 56=and 51 'fixed' to the fuselage.

In this embodiment, the foldedsubsonidwing is not completely lodged within the fuselage,- but only partially. Fairings 58 and 59 are then providedin thefront and eventually at the rear of the wing, so as to maintain the aerodynamic continuity of streamline of the airplane.

In this embodiment, the. wingis. constituted (Fig.3) by aplu'rality of longitudinal elements, three in .the example shown, which in the extended position form a surface capable, of providingv lift'tothe airplane for the speeds con sidered. Fig. 3 shows ina general way (position 'I) the wing. after the rotationeither 'of the whole airplane or'of onlyapart'thereof which brings it to the non-lifting ,position inwhich folding is possible;

In the example shown, the half-wing'is-constituted by three longitudinal elements 60,-6 and 62. The element 60, which comprises the leading edge, is the frame or resisting element. It comprises essentially a spar 63; which extends throughout the vlengthi of the-wing andon which is mounted the attachment 56 to the fuselage. Ribs such as 64, the details of which will be described more completely hereafter in connection with Figs. 6 and 7, transmit to the spar the stresses received by the elements that these ribs support. On an end-rib 65 of the element 66 is mounted the element 6|. The frame-work of this latter is constituted by a tubular member 66 pivotally mounted about a pin 6'! substantially parallel to the axis 56. This mounting is shown in detail in Fig. 4 in which it can be seen that the tube 66 is engaged at its end on an extension 68, in which is provided a passage 66 for the pin 67, which insures the pivotal connection to the rib 65. This latter is provided to that effect with two perforated ears 'I6 and II. This mounting of the extension 66 is designed to allow for a rotation of the tube 66 about its axis for a reason which will be hereafter detailed. A lug I2 rigid with the extension 68 cooperates with a button-hole I6 of the tube 66 for avoiding separation of the tube and extension.

The rear element 62 comprises likewise a tubular frame member M which is mounted on the element 6| in the same manner that the tube 66 is mounted on the element 66, by pivotal connection about a pin I5 on the end-rib 16 of the element 6|.

The elements 66, 6| and 62 are further connected together by one or more compass-systems. Such a system is shown on Fig. 3; it comprises two compasses, one of which, 77, is interposed between the spar 63 and the tube 66 and the other of which, I6, between the tube 66 and'the tube I4. These compasses insure in this extended position the resistance to the torsion stresses applied on the tubes 66 and I4.

Through these compasses likewise, one controls the insertion of the longitudinal elements 66, 6| and 62, the one within the other in view of minimizing the depth of the wing in folded position. This contraction of the wing may be achieved either before folding or during folding. It can be achieved either by independent power means or as a consequence of the general folding movement of the wing.

In the embodiment shown, the branch I9 of the compass 'II pivotally mounted as at 86 on the spar 63 (slotted to give it passage) is extended by an arm 6|. At the end 82 of this arm is pivotally mounted the extremity of a pulling rod 83, the other extremity of which is pivotally mounted as at 84 on the fuselage 5| of the airplane.

The axes 56 and 84 are located in such a way that when the wing 54 rotates about the axis 56 for folding, the pulling rod 83 exerts a pull on the arm 6| thus causing the closure of the compass TI and consequently the insertion of the element 6| within the element 66.

A kinematic connection is provided between the compass I1 and the compass I6. This connection is such that the closure or opening of one causes the closure or the opening of the other. In the example shown, this connection is constituted by a connecting rod 85 (Fig. 15) interposed between, on the one hand an elbowed arm 86 rigid with the branch 81 of the compass TI and, on the other hand, an elbowed arm 66 rigid with the branch 66 of the compass I8.

As shown in Fig. 3, the telescoping of the elements 6| and 62 within the element 66 is terminated as soon as the wing 54 passes from the extended position I to an intermediate position II. As the folding movement continues, the pull- 4 ing rod 83 extends and the telescoping of the elements one within the other is maintained.

To that effect, the pulling rod 83 is formed by two elements 96: and 9| capable of sliding one within the other. A compression spring 92 interposed between a washer 63 on the end of the rod 96 and a stop 64 forming the extremity of the tube 9| opposes the, extension of the connecting rod 63. The power of this spring is chosen in such a way that during the first phase of the folding movement, it prevents the extension of the connecting rod 63, permitting it thus to control the telescoping of the elements 6| and 62 in the element 66. During the second phase of the movement, i. e. for the passage of the wing 54 from the position II to the position III, the spring 83 is compressed, allowing thus the extension of the pulling rod 63.

The folding movement in the illustrated embodiment is controlled by a telescopic system. This system comprises two telescopic screws and 96, which are symmetrically arranged with respect to the median plane 91 of the spar 63 (Fig. 5) and hinged to the latter by a pivot 98. These screws 95 and 66 are driven by a shaft 96 through pairs of conical pinions I66 and I6I. On the shaft 96 is mounted an helicoidal wheel I62, meshing with a tangential screw I63 (Fig. 3) rotated by power means not shown.

So as to minimized the space occupied within the fuselage, the distance between the telescopic screws 95 and 96 is relatively small, and may even be, as in the example shown, inferior to the thickness of the elements of the wing that it is adapted to embrace.

Referring now to Figs. 7 and '8, it can be seen that this distance is smaller than the thickness of the wing element 6| determined by the distance between the outer linings of the latter. These linings are, on the necessary length of the wing, constituted by plates I63 and I64 pivoted on hinges I65 and I66 formed on the rear edge of the element 6| in combination with supports I61 and I68 rigid with the tube 66.

Any suitable means, for instance hydraulic means, are provided to control the closing or opening motions of the plates I63'and I64. In the example shown, the plates I63 and I64 are provided with reinforcing members I69 and H6 on which are hinged hydraulic jacks, respectively I I I and H2, the other extremities of which are mounted on a collar II3 rigid with the tube 66. Preferably each jack, when extended, has a length larger than the half-thickness of the wing at this place, which allows for a travel suited to ensure a sufiicient closing up of the elements I63 and I64. Before the folding up of the wing, the jacks III and H2 are protracted, which allows for the passage of the plates I63 and I64 between the telescopic screws 95 and 96.

The tubular member 66 is supported'longitudinally by ribs such as 64 (Figs. 6 and 7) rigid with the support 63. To that effect, the ribs are provided with an elongated opening I II4, the opposed edges II5 and H6 of which are parallel and form sliding guides for a slide I I1 constituting a bearing for the tube 66. The width of the guides II5 and II6 is larger than the thickness of the slide II'I (Fig. 7), so as to afford the latter the freedom of movement required for the rotation of tube 66 about the axis 61 during folding.

In a similar way, the tube I4 (Fig. 8), which constitutes the frame of the rear element 62, is supported longitudinally by guide-ribs II8, rigid with the tube-55. These-gui'de-ribs' are provided withan opening I I9,'the' parallel edges I and IZI of which-form the sliding guides for a slide Y "I22 in which is formed a bearinglfor' the tube I4.

"bodiment the elements GI and -62 are used as flaps, for instance as landing flaps and in this respect the invention concerns a control device for the operation of these flaps.

To that effect, theconnections between the :compasses TI and I8 and the tubes 56 and I4 are set through bearings (Figs, 14 and 15). The branch filof the compass II, which is of I-section, is mounted at one of its ends on the pivot I29 of the compass, its other extremity being crossed by a shaft I30. On the shaft I30 is keyed a pinion- IEI which may be driven by means of a chain I32, itself driven for instance by an electric motor 33 carried-by the tube 66. The shaft IE9 is threaded on a part of its length I34, so as to cooperate with the corresponding tap of a nut I35. This nut carries a head with faces I35 workingin a corresponding notch I3I of a collar I33 rigid with the tube 66.

When the shaft I39 (which cannot move axially) rotates under the action of the pinion I3I, the nut I35 moves along said shaft, for instance rises along it, and starts the rotation of the tube 56 in its bearing-supports rigid with the spar E3. The member 6|, rigid with the tube 66, is therefore angularly displaced with respect to the member 553 of the wing 54 as soon as the motor 35 is started.

The angular displacement of the member 52 with respect to the member 6| is controlled in a similar way. A collar I27, rigid with the tube 55, is crossed by a shaft I40 on which is keyed a pinion IAI driven by the motor 33. Said pinion Il transmits its movement through a chain I42, a pinion I 55 secured on the axis I44 of the compass 18, a second pinion I45 secured on said axis and a chain I46, to a pinion I41 secured on a shaft I43. This shaft I48 is carried between two arms I49 and I50 of the branch I5I of the compass I8. By means of a thread I52 of the shaft I48, the latter drives longitudinally a tapped nut I53 provided with a faced head I5 8 engaged in a corresponding notch I55 of a collar I56 rigid with tube 14. The fork or yoke I5! used for the attachment of the arm I5I of the compass is on the contrary rotatively mounted on the tube I4.

When the shaft I48 rotates, the nut I53 sets in rotation the tube 14 with respect to its bearing-supports rigid with the wing member 6|, which ensures the correct angular displacement of the rear member 62 with respect to the member GI.

Thus, the start of the motor 33, by effecting the rotation of the shafts I36 and I48 through the transmission system shown, causes the angular displacement of the member 6| with respect to the member 60 and simultaneously the angular displacement of the member 62 with respect to the member BI, allowing thereby a landing of the airplane at a sufficiently reduced speed. The ratios between the elements of the transmission are such that the angles of these displacements are at suitable rates.

T0 the extreme left, Cthet member is formed bya warpin'g aileron II I58 (Fig. :16) rotatively I-mounted on the -tube' I4.

Iclaim: l.-In-an airplane'having affuselagez a wing retractablealong saidi fuselage comprising a plurality of longitudinal wing sections positioned one behind the other, pivot means on'the forernostwing section rotatively connecting the wing 'to the fuselage, bracing means between said foremost section -and said fuselage, second pivot means between two consecutive wing sections at the outer ends-thereof, said wing sections being --adapted to openrupand close fanwiseby pivotal 15- inovement about their outer ends, and means for supporting each wing section for sliding movement at its inner end on the adjacent wing section located forwardly thereof.

"with said fuselage, bracing means between said 25 spar and said'fus'elage, transverse ribs integral with said sparyrear wing sections each comprisingalongitudinal framework member, transverse ribs integral-with each longitudinal framework member, means pivotallyconnecting the outlying "ribs of two consecutive wing sections, and means for slidably supporting a longitudinal framework member of a rearward section in the wing ribs of the adjacent forward section.

3. Airplane as in claim 2, wherein the framework members are tubular and are supported for rotation in the said wing-rib sliding supporting means.

4. In a pivotal airplane wing: a foremost wing section comprising a wing spar, an inboard and an outboard wing rib secured to said spar transversely thereof, wing-pivoting means on said spar substantially at the attachment thereof with said inboard rib, and second pivotal means on said' outboard rib at the rearward portion thereof; a rear wing section juxtaposed longitudinally to said foremost wing section and pivoted thereon by said second pivotal means; and means for slidably supporting said rear wing section on said inboard wing rib.

5. In an airplane wing: a foremost wing section comprising a wing spar, a first inboard wing rib and an outboard wing rib integral with said spar; an intermediate wing section longitudinally juxtaposed to said foremost wing section and comprising a first longitudinal framework memher, a second inboard wing rib and a second outboard wing rib on said first longitudinal framework member; pivotal connecting means between said first outboard rib and said first longitudinal framework member rearwardly of said foremost wing section; means for slidably supporting said intermediate wing section on said first inboard rib; a rearmost wing section comprising a second longitudinal framework member, a third inboard wing rib and a third outboard wing rib supported by said second longitudinal framework member; pivotal connecting means between said second outboard rib and said second longitudinal framework member, and means for slidably supporting said rearmost wing section on said second inboard wing rib.

6. In an airplane wing: a foremost wing section comprising a wing spar and a plurality of transverse wing ribs spaced along and secured to said spar; a rearward wing section longitudinally juxtaposed to said foremost wing section comprising a longitudinal framework member; journals on said framework member; bearings on said wing ribs cooperating with said journals; means for sliding said bearings along said ribs; pivotal connecting means between the outer rib of said plurality and said framework member; a second plurality of transverse ribs spaced along said framework member; and a support member interposed between said pivotal means and said framework member and co-axially rotative relatively to said framework member.

7. Airplane wing as in claim 5, wherein the rearmost wing section comprises an aileron mounted for rotation on said second framework member.

8. In an airplane having a fuselage and a wing retractable along said fuselage: a foremost wing section comprising a wing spar, a pivotal connection between said fuselage and said spar, two parallel jacks between said fuselage and said spar for rotating said foremost wing section about said pivotal connection, said jacks being spaced apart in a vertical plane, a rear wing section longitudinally juxtaposed to said foremost wing section and comprising panels respectively on the upper and under wing surfaces of said rear wing section and means for moving said panels closer together to allow said rear wing section to pass between said jacks, a longitudinal framework member, means for supporting said rear wing section for transverse sliding movement inside said foremost wing section and between said jacks, a pivoted linkage system connecting said spar and said framework member and tierod means between said pivoted linkage system and said fuselage.

9. Airplane as in claim 8, wherein the tie-rod means is longitudinally resiliently expansible, the force required to expand said tie-rod means being greater than that required to slide the said rear wing section into said foremost wing section. 7

. ROGER AIME ROBERT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,427,257 Bowen et al Aug. 29, 1922 1,615,682 Clark Jan. 25, 1927 1,810,762 Gish June 16, 1931 FOREIGN PATENTS Number Country Date 168,334 Switzerland June 16, 1934 454,556 Great Britain Sept. 28, 1936 

